Railroad-switch.



W. D. BALDWIN.

RAILROAD swmm.

APPLICATION FILED APBA, 1911. 997,174. Patented July 4, 1911.

2 SHEETS-BHEET 1.

Inventor y I I y Attorneys COLUMBIA PLANDURAPH 60., WASHINGTON, D. C. I

W. D. BALDWIN. RAILROAD $WITGH.

APPLICATION FILED APRA, 1911. 1 997, 174. Patented July 4, 1911.

2 SHEETS-811E121" 2.

Attorneys WILLIAM D. BALDWIN, OF HUMMELSTOWN, PENNSYLVANIA.

RAILROAD-SWITCH.

Specification of Letters Patent.

Patented July 4, 1911.

Application filed April 4, 1911. Serial No. 618,856.

To all whom it may concern:

Be it known that 1, WILLIAM D. BALDWIN, a citizen of the United States, residing at Hummelstown, in the county of Dauphin and State of Pennsylvania, have invented a new and useful Railroad-Switch, of which the following is a specification.

This invention relates to railroad switches.

The principal object of the invention is to prevent snow, dirt or other obstructions from becoming lodged between the switch point and the rail and thereby interfering with the action of the switch.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention.

In the accompanying drawings forming part of this specificationFigi1re 1 is a plan View of an ordinary railroad switch equipped with the improvements of the present invention. Fig. 2 is a transverse vertical section through the construction shown in Fig. 1, the left hand shield being in closed position and the right hand shield being in open position. Fig. 3 is a vertical section partly in side elevation, taken on the line 3-3 of Fig. 2. Fig. 4 is a detailed perspective view of one of the shields.

Like reference numerals indicate corresponding parts in the different figures of the drawing.

The reference numerals 1-2 indicate the main track rail, 34: the siding rails, and 56 the switch points. It will be understood of course that the main and siding rails and the switch points may be of any suitable form and construction. It will also be understood that the switch points are arranged as usual in such manner that when the switch point on one side is moved into engagement with its rail the switch point-0n the opposite side is moved out of engagement with its rail.

In carrying out the present invention, it is preferred to use two movable shields one mounted ad'acent each of the switch points and being connected with the switch point operating mechanism in such manner that when the switch point on one side is moved into engagement with its rail, the shield on that side of the switch is moved out to its inoperative position and at the same time the shield on the other side is moved into position to close the opening between the switch point and the rail so as to prevent it from being obstructed by snow or dirt, the shield being preferably constructed in such manner as not to interfere with theflanges of the car wheels of trains passing along the track.

Referring to Fig. 2 of the drawing the numerals 8 and 9 indicate the two movable shields. In the present form of the invention these shields are arranged for pivotal movement although they may be otherwise arranged if desired. The shield 8 at the left hand side of the figure is in closed position with its outer edge resting just under the tread of the rail 1 so as to cover the space between the switch point 5 in the rail 1 without however interfering with the flanges of the car wheels. As the switch point 6 at the right hand side of the figure is in closed position, the shield 9 is shown in open position with its outer edge clearing both the switch and the track rail so as not to be in the way of car wheels. Each of the shields 8 and 9 preferably is mounted upon a pair of arms 10--10 which, as shown in Fig. 3, preferably although not essentially are formed or bent at their center to form a plurality of coils or convolutions 11 which coils or convolutions encircle a bar 12 which is supported at its ends by means of suitable brackets 13 mounted on the road bed ties. The lower ends of the arms 10, that is, the portions of said arms below the rod 12 are adapted to be operated in any suitable manner when the switch points are operated. In the form of invention described, the lower ends of the arms 10 are extended through slots or openings 14 formed in the connecting members 15 which extend between the switch points 5 and 6 so as to cause said switch points to be simultaneously operated. The switch points 5 and 6 are actuated in any suitable manner such as by means of the actuating rod 16.

lVhen the improvements of the present invention are installed, the slots 14 are so adjusted that the shield on one side of the switch will be in closed position and at the same time the shield on the opposite side of the switch will be in open position.

Constructed and arranged as described, the operation of the switch guard of the present invention is at follows: So long as the parts remain in the position shown in Fig. 2, wherein the switch point 5 is open, the shield 8 remains at its outer end in snug engagement with the lower portion of the tread of the rail so as to prevent snow, sleet or dirt from entering the space between the switch point 5-and the rail 1. If the switch should be thrown to the other position, so as to close the switch point 5 and open the switch point 6, it will be obvious that the connecting members 15, which move with the two switch points 5 and 6, will rock the arms 10 upon their pivot on the rod 12 with the result that the shield 8 will be moved from its closed to its open position and the shield 9 will be moved from its opened to its closed position so that, simultaneously with the opening of the switchpoint 6, the shield 9 will move over the top of said switch point and will engage snugly beneath the tread portion of the rail 4 so as to cover the exposed space between the switch point and the rail.

As shown best in Fig. l of the drawing the outer edge of the shield 9 on the right hand side of the figure is cut on an incline so that said outer edge will be parallel with the siding rail 4 and will thus closely fit beneath the tread portion of said siding rail when the switch point 6 is in open position.

The switch guard of the present invention is entirely automatic in its action, and by reason of the fact that it is connected up with the switch point and is thus operated simultaneously therewith, it cannot fail to operate when the switch points are moved.

What is claimed is: v

1. The combination with a rail and switch point, of a shield normally located away-from the switch point, and means for moving said shield over the space between the switch point and rail when the switch point is open.

2. The combination with a switch point and rail, of a guard normally located away from the switch point, and automatic means for moving said guard over the space between the switch point and the rail when the switch point is open.

3. The combination with a switch point and a rail, of a pivot-ally movable shield for closing the space between the switch point and the rail when the switch point is in open position. 7

4E. The combination with a rail and a switch point and a shield connected with the switch point, the said switch point and shield being movable in opposite directions.

5. The combination with main and siding rails, and a pair of switch points connected with each other, of a pair of shields connected with said switch points and operable therewith, one of said shields being normally in open position and the other being normally in closed position, the shield in closed position being arranged to close the space between the open switch point and the rail.

6. The combination with a railroad switch having a pair of switch points, of a pair of shields one of said shields being arranged adjacent each of said switch points, and shield operating mechanism connected up with the switch points whereby, when either switch point is moved to open position, the shield adjacent thereto will be moved into position to close the space between said switch point and the adjacent rail.

7. The combination with a railroad switch comprising a plurality of rails and a plurality of switch points connected with each other, a shield mounted adjacent each of said switch points, pivotally movable arms for supporting each of said shields, and means connected with the switch points for moving the supporting arms of said shield in opposite direction whereby one of said shields is moved to open position when the other is moved to closed position, and vice versa.

8. The combination of a pair of main rails, a pair of siding rails, a pair of switch points, means connecting said switch points with each other, means for actuating said switch points thereby simultaneously to open one switch point and to close the other, a pair of shields, one of said shields being mounted adjacent each of said switch points, a pair of pivotally mounted arms for supporting each of said shields, the lower ends of said arms being connected with the means connecting said switch points and being onerable thereby, theouter edge of one of said shields being shaped to fit below the tread portion of one of said siding rails, and the outer edge of the other of said shields being shaped to fit below the tread portion of one of said main rails.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

WILLIAM D. BALDTVI N.

WVitnesses WESLEY W. OAKUM, EARL H. PENNINGTON.

dopies of this patent may be obtained for five cents each, by addressing the Commissioner of ratents,

' Washington, D. C. 

